ROAD SAFETY AUDIT
Dwight Street at Maple Street
Dwight Street at High Street
City of Holyoke
March 26, 2014
Prepared For:
MassDOT Highway Division
Prepared By:
BETA Group, Inc.
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Table of Contents
Project Data ................................................................................................................................. 1
Background ................................................................................................................................. 2
Project Description ..................................................................................................................... 2
Audit Observations ..................................................................................................................... 7
Potential Safety Enhancements ............................................................................................... 10
Summary of Road Safety Audit ............................................................................................... 12
List of Appendices
Appendix A.
Appendix B.
Appendix C.
Appendix D.
RSA Meeting Agenda
RSA Audit Team Contact List
Detailed Crash Data
Speed Regulations
List of Figures
Figure 1.
Location Map ......................................................................................................................... 3
List of Tables
Table 1.
Table 2.
Table 3.
Participating Audit Team Members ....................................................................................... 1
Estimated Time Frame and Costs Breakdown ..................................................................... 10
Potential Safety Enhancement Summary ............................................................................. 13
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Project Data
A Road Safety Audit for Dwight Street at Maple Street and High Street in the City of Holyoke was held
on February 28, 2014 at the Holyoke Police Department in Holyoke, MA. As indicated in Table 1, the
audit team consisted of representatives from State, Regional and Local agencies and included a crosssection of engineering, planning and emergency response expertise.
Table 1. Participating Audit Team Members
Audit Team Member
Agency/Affiliation
Lisa Schletzbaum
MassDOT Highway Division – Safety Section
Corey O’Connor
MassDOT Highway Division – Safety Section
James Neiswanger
Holyoke Police Chief
Khyati Parmar
PVPC
Gary Roux
PVPC
Matt Sokop
Holyoke DPW – City Engineer
Todd Undzis
HDR (Designer)
Luke Hayes
MassDOT Highway Division – District 2 Traffic
Shahpar Negah
MassDOT Highway Division – Project Management
Greg Lucas
BETA Group, Inc.
Justin Curewitz
BETA Group, Inc.
Page 1
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Background
The Federal Highway Administration defines a Road Safety Audit (RSA) as the formal safety
examination of an existing or future road or intersection by an independent, multidisciplinary team. The
purpose of an RSA is to identify potential safety issues and possible opportunities for safety
improvements considering all roadway users. A Road Safety Audit was scheduled for Dwight Street at
Maple Street and High Street because the intersections are identified as high crash locations within the
Pioneer Valley Planning Commission (PVPC) region. The intersection of Dwight Street and Maple Street
ranks 141st on MassDOT’s statewide Top 2011 Crash Locations Report, and both locations are included
in a high pedestrian crash cluster. 25% design plans were submitted in 2013 for resurfacing and
streetscape improvements for Heritage Street, Front Street and Dwight Street (MassDOT File No.
607256). The project is identified as “awaiting funds” on the 2014-2017 Transportation Improvement
Plan (TIP) for PVPC. A separate project to upgrade 15 traffic signals along High and Maple Streets
(MassDOT File No. 606450) is planned to be funded in 2016 through the 2014-2017 TIP for PVPC. The
RSA is intended to identify potential short and long term safety improvements that can be made at the
intersections, which can then be implemented through general maintenance for short term low cost
improvements or incorporated into one of the planned projects to the greatest extent practicable.
Project Description
Dwight Street, Maple Street and High Street, shown in Figure 1, are part of a grid network of streets
comprising Holyoke’s downtown core. Dwight Street runs northwest to southeast and is functionally
classified as an Urban Minor Arterial. Maple Street and High Street are parallel one-way streets one block
apart that intersect Dwight Street and are both functionally classified as Urban Principal Arterials. Maple
Street allows southbound traffic only, while High Street allows northbound traffic only. All streets are
under City of Holyoke jurisdiction.
The two intersections included in the audit are discussed in detail below.
Dwight Street at Maple Street
Dwight Street and Maple Street form a 4way intersection under traffic signal
control. Maple Street is one way
southbound and provides a two lane
approach. Dwight Street provides a single
lane approach in each direction at Maple
Street. The traffic signal is pretimed and
operates under two phase operation, with a
phase for Dwight Street in both directions
and a phase for Maple Street. Pedestrian
signal heads are provided and operate
concurrently with vehicle phases.
Maple Street at Dwight Street
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Road Safety Audit
Dwight Street at High Street
and Maple Street
Holyoke, MA
Figure 1
Location Map
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Land use in the area is primarily commercial, with some medical and recreational uses. Veterans’
Memorial Park occupies an entire block on the northwest corner of the intersection. Holyoke Health
Center is located on the southeast corner of the intersection, and various commercial businesses are
located in the buildings on the northeast and southwest corners of the intersection. The Holyoke
Transportation Center (HTC) is a bus depot located on Maple Street north of the intersection, and buses
departing the facility must travel south on Maple Street through the intersection. The proximity of the
HTC generates pedestrian traffic through the intersection as well.
Parking is allowed on both sides of both intersecting streets, and parking maneuvers impact operations
and contribute to the crash history of the intersection. Angle metered parking is provided bordering
Veterans’ Memorial Park on the north side of Dwight Street and on the west side of Maple Street. Parallel
metered parking is allowed on both sides of the street on all other approaches, except for the departure leg
of Maple Street where a curb extension bordering the Holyoke Health Center provides additional
sidewalk width and prohibits parking for approximately 40 feet south of the intersection. A City
ordinance prohibits parking within 20 feet of the intersection; however, vehicles were observed on the day
of the audit parking at the corner within this restricted area, which blocked a bus attempting to turn left
from Maple Street to Dwight Street eastbound.
Sidewalks are provided on both sides of both intersecting streets, and painted crosswalks are provided
across all four legs of the intersection. No pedestrian pushbuttons are provided due to the pretimed,
concurrent pedestrian operation; WALK indications are active concurrent with vehicle phases during
every cycle. Signs on each pedestrian post alert pedestrians to “watch for turning vehicles on walk
signal.”
Crash data provided by Holyoke Police Department and summarized by MassDOT show 35 crashes
occurred at the intersection for the three year period from 2011 through 2013. A crash data summary and
a collision diagram are included in the Appendix. The most prevalent crash type were angle crashes,
comprising 40% of all crashes. Rear-end crashes were also common at the intersection, as were crashes
involving parked cars.
Three angle crashes occurred between a southbound through vehicle and an eastbound vehicle, while two
crashes occurred between a southbound through vehicle and a westbound vehicle. Three crashes classified
as angle crashes also exhibit characteristics of a sideswipe crash and involve vehicles making wide turns
from Maple Street. Two of these crashes occurred at the intersection and involved buses making wide
right turns from the left lane, which then collided with a through vehicle in the right lane. One additional
crash of this type occurred on Maple Street south of the intersection in which a vehicle turned left from
the right lane.
Four rear-end crashes occurred on Maple Street southbound, and may be an indication of driver
inattention or variances in driver behavior related to red light running. Three rear-end crashes occurred on
Dwight Street eastbound. One rear-end crash occurred on Maple Street departing the intersection, and one
occurred on Dwight Street westbound departing the intersection. Five crashes involving parked cars on
Maple Street south of the intersection were classified as rear-end crashes, four of which involved a
vehicle backing into another parked vehicle. Three sideswipe crashes involved parked cars in front of the
Holyoke Health Center on Maple Street, and one occurred on Dwight Street eastbound approaching the
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
intersection. Two angle crashes on Maple Street approaching Dwight Street involved a vehicle backing
out of angle parking along this approach.
Three pedestrian crashes occurred at the intersection during the study period. Two involved a pedestrian
crossing the south leg of Maple Street, while the third involved a pedestrian crossing the east leg of
Dwight Street. It was noted that one of the three crashes involved a driver looking the other way.
Dwight Street at High Street
Dwight Street and High Street form a
4-way intersection under traffic signal
control. Dwight Street provides a
single lane approach eastbound, and a
two lane approach with a through lane
and a right turn lane westbound. High
Street is one way northbound and
provides a two lane approach,
although an adjacent bus stop along
the curb is used as a right turn lane
when buses are not present. The traffic
signal is pretimed and operates under
two phase operation, with a phase for
Dwight Street in both directions and a
phase for High Street. Pedestrian
signal heads are provided and operate
concurrently with vehicle phases.
High Street at Dwight Street
Land use in the area is primarily commercial and governmental. Holyoke City Hall is located on the
southeast corner of the intersection. Multi-use commercial buildings are located on the remaining three
corners of the intersection, including the Latino Professional Building on the northwest corner and the
Century Building on the northeast corner. It was noted that a Social Security office recently moved to the
Century Building and is a significant generator of both pedestrian and parking demand at the intersection.
Parallel metered parking is allowed on both sides of both intersecting streets, except for the Dwight Street
westbound approach where a right turn lane is provided, and the High Street northbound approach where
a bus stop is provided in front of City Hall.
Sidewalks are provided on both sides of both intersecting streets, and cobblestone crosswalks are
provided across all four legs of the intersection. No pedestrian pushbuttons are provided due to the
pretimed, concurrent pedestrian operation; WALK indications are active concurrent with vehicle phases
during every cycle. Signs on each pedestrian post alert pedestrians to “watch for turning vehicles on walk
signal.”
Crash data provided by Holyoke Police Department and summarized by MassDOT show 14 crashes
occurred at the intersection for the three year period from 2011 through 2013. A crash data summary and
a collision diagram are included in the Appendix. The most prevalent crash type were angle crashes,
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
comprising 57% of all crashes. Five angle crashes occurred between a northbound vehicle and an
eastbound vehicle, and one occurred between a northbound vehicle and a westbound vehicle.
Two sideswipe crashes northbound involved vehicles trying to change lanes while traveling through the
intersection, potentially to avoid a vehicle making a parking maneuver. One sideswipe crash involved two
vehicles both turning left from High Street, where one driver assumed the other turning driver was
parked. Three crashes involved parking maneuvers on Dwight Street – two of the three involved vehicles
backing into another vehicle when parking, while the third involved a vehicle exiting a parking spot
striking a through vehicle. Two rear-end crashes occurred on Dwight Street westbound approaching the
intersection. It should be noted that three crashes occurred during the overnight hours when the signal is
on flash.
Speed regulation information was provided for Dwight Street. The speed regulation establishes a 25 mph
limit for Dwight Street through Holyoke’s downtown area. No speed limit signs were noted within the
study area.
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Audit Observations
Following a brief introduction to the RSA process and a summary of existing geometry and crash
information, the audit participants were asked to discuss safety issues along Dwight Street and at the
intersections of Dwight Street at Maple Street and Dwight Street at High Street. Audit participants then
conducted a site visit as a group, at which time they offered observations on safety issues and concerns. A
summary of those major safety considerations is as follows:
Observations related to Dwight Street or common to both intersections are presented first, followed by
specific observations by intersection.

Red Light Running – Red light running was noted as common problem at both intersections, and was
observed repeatedly at Maple Street on the day of the audit. It was suggested that inattention and
driver aggression are causes of red light running. Drivers may decide to run the red light based on the
perception of inefficiency of the signal based on the pretimed operation; i.e., thinking that they would
rather run the light than wait through the entire opposing street phase. Variances in driver behavior
related to red light running are a likely cause of rear-end crashes on Maple Street southbound and on
Dwight Street at both intersections.

Clearance Times – In addition to intentional red light running, inadequate clearance times may
contribute to red clearance violations at both intersections. It was noted that there is no all-red phase
at either intersection due to the limitations of older, outdated signal controllers.

Pedestrian Behavior – Pedestrians do not consistently use the crosswalks when crossing Dwight
Street, Maple Street or High Street. This behavior was noted by officials and observed on the day of
the audit. This creates a potential hazard, especially when pedestrians are walking out from between
parked cars outside of the intersection limits. It was also noted that pedestrians walk without
consideration of potential conflicts with right-turning vehicles, despite “watch for turning vehicles on
walk signal” signage on all pedestrian signal posts. Pedestrians were also observed crossing during
the don’t walk phase both with and without approaching vehicles.

Pedestrian Signage – It was noted that the aforementioned “watch for turning vehicles on walk
signal” signage is mounted too high and may not be noticed by some pedestrians. The concurrent
pedestrian operation creates conflicts between pedestrians and turning vehicles, and it was noted that
the lack of pedestrian-related signage directed at drivers places the onus of care on the pedestrian
during these potential conflicts. A driver looking the other way was specifically noted as a cause of a
pedestrian crash at Dwight Street and Maple Street, and may be a factor in all three pedestrian crashes
at that location.

Signal Equipment – In addition to the outdated controller noted above, other issues related to the age,
efficiency and operation of signal equipment were noted.
o
Pedestrian indications at Dwight Street and Maple Street were not functioning properly on the
day of the audit. It was noted that the concurrent crossing across the west leg of the intersection
skipped the flashing DON’T WALK pedestrian clearance phase. It was also noted that pedestrian
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
indications flash at a higher than typical rate during the flashing DON’T
WALK phase on other legs of the intersection, and that the indications
quickly cycle from solid DON’T WALK to WALK to a flash of DON’T
WALK and back to WALK again at the beginning of each pedestrian
interval.
o
Signal heads have a mix of 8” and 12” lenses at both locations. Current
MassDOT standards require 12” heads on all new traffic signal
installations. Smaller signal heads may reduce advance visibility, which
in turn may lead to red light running and rear-end crashes.
o
Emergency preemption is not consistently provided at either intersection.
One preemption detector was observed at High Street for Dwight Street
eastbound, but it was unknown if it was currently in operation.
o
The signals currently operate on flash during overnight hours. Several crashes were attributed to
drivers disregarding the flashing red.
12” Overhead,
8” Post Mounted
Signal Heads

Street Name Signs – Signs are currently provided at both intersections, but are not located where they
can be clearly seen from all approaches. The street name sign for Dwight Street approaching on High
Street northbound is partially hidden by an adjacent building.

Pavement Markings – Markings are faded at both intersections, which may contribute to sideswipe
crashes at both locations.

Crosswalk Markings – Crosswalk markings are faded in the study area, which may reduce adherence
to designated crossing locations for pedestrians crossing the street. Drivers may not expect to see a
pedestrian in the road even if they are in a marked crosswalk due to the lack of crosswalk markings.

Bicycle Accommodations - Accommodation is not provided for bicycles along Dwight Street and at
the study intersections. Shoulders, where provided, are of an inadequate width for accommodation.
Dwight Street at Maple Street

Health Center Parking – Parking and passenger drop off demand
in front of the Holyoke Health Center leads to double parking and
parking along the curb extension area, where parking is
prohibited. This can lead to abrupt lane changes and may be a
factor in sideswipe crashes in this area.

Bus Operations – Buses departing the HTC travel south on Maple
Street and make both left and right turns at Dwight Street,
Illegal Parking at
depending on the route. Narrow lanes and the proximity of parked
Holyoke
Health Center
cars create challenges for buses turning at this intersection. Two
crashes involved buses turning right from the left lane, and vehicles
parked too close to the corner were observed blocking buses turning left on the day of the audit.
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Dwight Street at High Street



High Street Right Turns – Vehicles
turning right from High Street to Dwight
Street were observed pulling up into the
crosswalk during the red to view
approaching traffic to make a right turn
on red. Vehicles also use the shoulder
bus stop area when buses are not present.
While no crashes were attributed to this
issue, it was identified as a potential
safety issue due to the potential conflicts
between pedestrians and vehicles, and
between buses and right turning vehicles.
Right Turn on Red at High Street
Bus Operations – The bus stop in front of City Hall impacts
intersection operations. The bus lane extends approximately
100 feet from the end of a parking lane to the High Street
northbound stop line. Buses can pull directly out of the bus
lane when cars are queued in the adjacent lane, but must merge
before reaching the departure side of the intersection. One of
two sideswipe crashes at the intersection involved a bus. Audit
participants discussed moving or eliminating this stop, but data
received from PVTA notes that this stop serves five different
routes and had 79 alights on a typical day in October. The bus
stops only for riders to alight (depart), not board the bus; all
bus routes stopping at this location terminate at the HTC one
block north.
Bus Stop in front of City Hall
Crosswalk Awareness – Brick paver crosswalks are provided at the intersection, with no markings. It
was noted that the difference in surfaces and colors is less distinguishable when the road is covered
with salt and sand from winter treatment, as was the case on the day of the audit.
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Potential Safety Enhancements
Audit participants identified safety issues and recommended potential improvements to address these
issues. Audit participants were encouraged to consider both short and long term improvements for each
issue. Each improvement considered has been categorized as short-term, mid-term, or long-term based on
the definitions shown in Table 2. Additionally, a cost category has been assigned to each improvement
based on the parameters set forth in Table 2.
Table 2. Estimated Time Frame and Costs Breakdown
Time Frame
Short-term




<1 year
Costs
Low
Mid-term
1–3 years
Medium
Long-term
>3 years
High
<$10,000
$10,000–$50,000
>$50,000
Update yellow and red clearance times. Yellow and all red clearance times should be calculated based
on the latest MassDOT guidance. This change in clearance times could reduce the number of rear-end
crashes occurring at the intersections. This is a short-term, low cost improvement that should be done
in advance of planned improvements.
Provide additional enforcement of red light running. Additional enforcement could help to reduce the
number of rear-end crashes occurring at the intersections, but should only be considered only after
clearance times have been updated. This is a short-term and ongoing measure, the cost of which is
reduced enforcement elsewhere in the City.
Provide enforcement of jaywalking by pedestrians. A focused effort to police jaywalking will
encourage adherence to established crosswalk locations, which will reduce potential conflicts
between vehicles and pedestrians and in turn eliminate pedestrian crashes. This is a short-term
improvement, the cost of which is reduced enforcement elsewhere in the City.
Provide education related to pedestrian safety. Education programs could be coordinated through
local community groups, through the Holyoke Health Center, and through PVTA. This is a shortterm, low cost measure.

Install “Turning Vehicles Yield to Pedestrian” signs. This sign would alert
drivers to the potential presence of pedestrians during concurrent operations, and
reduce the potential for unexpected conflicts. This is a short-term, low cost
improvement that can be incorporated into either planned project.

Adjust height of “Watch For Turning Vehicles On Walk Signal” signs. The
signs should be mounted lower to be more visible to pedestrians. This is a shortterm, low cost improvement.

Upgrade signals to provide overhead signals with 12” heads and retroreflective backplates. This is a
long-term, high cost improvement assumed to be incorporated into the planned signal improvements
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
project. Upgraded signal heads increase signal visibility, which in turn can increase adherence to red
indications and decrease red light running and rear-end crashes. The upgraded signal should be fully
actuated with emergency preemption on all approaches.









Consider a Leading Pedestrian Interval (LPI) in conjunction with traffic signal improvements. An LPI
is used with concurrent operation to start the pedestrian walk time before the concurrent vehicle green
time. This allows the pedestrian to enter the crosswalk in advance of the vehicle movement, making
the pedestrian more visible to the driver, and reducing the potential for conflicts between vehicles and
pedestrians. It was suggested that this improvement cannot be incorporated with the current, outdated
traffic signal controllers, but should be considered in conjunction with long-term traffic signal
improvements.
Install pedestrian pushbuttons. The presence of pushbuttons may encourage pedestrians to push the
button and wait for the walk signal, even though pushbuttons are not required due to the concurrent
pedestrian phase operation. Pedestrian pushbuttons are commonly provided, even at concurrent
locations, in downtown areas and in town centers statewide. This is a long-term, medium cost
improvement that can be incorporated with other planned signal improvements.
Review and correct pedestrian indications at Dwight Street and Maple Street. The concurrent crossing
across the west leg of the intersection does not presently include a flashing DON’T WALK pedestrian
clearance phase. This is a short-term, potentially medium cost improvement dependent upon the need
for equipment replacement.
Eliminate overnight flashing operation. This is a short-term improvement that should be implemented
in advance of planned improvements. This improvement will prevent drivers from disregarding the
flashing red, which is expected to reduce the occurrence of nighttime crashes.
Upgrade street name signs, and provide two sets of signs at each intersection on opposite corners.
Signs could be located on mast arms to improve visibility. This can reduce erratic driver behavior
when looking for an intended destination. This is a short-term, low cost improvement that can be
incorporated into either planned project.
Reapply pavement markings at both intersections and along Dwight Street. This is a short-term, low
cost improvement. Clearly visible lane markings will keep vehicles in their intended lane, which can
reduce sideswipe crashes. Markings can be replaced as part of planned improvements.
Provide arrow markings and lane designation signage on all approaches at both intersections. This
improvement will also help keep vehicles in their intended lane and reduce sideswipe crashes. This is
a short-term, low cost improvement that can be incorporated into either planned project.
Reapply crosswalk markings. Crosswalks will be reapplied as part of planned improvements. This
will increase visibility for approaching drivers, which can increase pedestrian safety. This is a shortterm, low cost improvement.
Provide bicycle accommodations, where feasible. Accommodations can be realized through dedicated
bicycle lanes, shared use lanes with sharrow markings, or widened shoulders meeting MassDOT’s
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
standard for bicycle accommodation. This is a long-term, high cost improvement that should be
incorporated into the planned project to the greatest extent feasible.
Dwight Street at Maple Street



Continue parking enforcement in front of Holyoke Health Center. This will reduce double parking,
and ensure conformance with the 5 minute parking limit established in the area. This is a short-term,
low cost improvement, the cost of which is reduced enforcement elsewhere in the City.
Consider parking area modifications at Holyoke Health Center. Several potential strategies were
discussed; further study is required to determine the appropriate strategy. Strategies include restricting
parking to drop-off only and increasing the available parking area by decreasing the size of the
existing curb extension. Study is a short-term, low cost improvement, which can them be
implemented in the Dwight Street project as a mid-term improvement.
Extend No Parking areas at corners where bus turns are presently constrained. It was noted that
current City ordinance prohibits parking within 20 feet of the corner, and that an ordinance would be
required to increase this limit. It was also noted that a bump-out is proposed on the southwest corner
of the intersection as part of the Dwight Street project. This will effectively prohibit parking in nondesignated areas. This is a short-term, low cost improvement.
Dwight Street at High Street



Consider No Turn on Red signage for High Street northbound. This improvement would prevent
vehicles from entering the crosswalk during the red phase, but requires further study to determine the
effect on intersection operations. This is a short-term, low cost improvement.
Consider widening the bus lane in front of City Hall, and/or providing a bump-out at the corner to
require the bus to enter the travel lane before passing through the intersection. This is a mid-term,
potential medium cost improvement that could be incorporated into either planned project, but
requires coordination with PVTA.
Provide crosswalk striping outside of the brick band to help delineate the crosswalk location. This
will make the crosswalk more visible and increase crosswalk awareness. This is a short-term, low cost
improvement that can be incorporated into either planned project.
Summary of Road Safety Audit
Table 3 summarizes potential recommendations discussed by the audit team. The recommendations are
categorized based on the potential safety payoff, as well as by time frame and cost. The safety payoff is a
qualitative judgment of the effectiveness of the potential safety improvements. Each recommendation has
a responsibility assigned to it stating whether MassDOT or the City of Holyoke would be responsible for
implementing the recommended improvement. The term “Project” refers to improvements that are
assumed to be included or could reasonably be accommodated as part of either planned improvements
project.
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Table 3. Potential Safety Enhancement Summary
Responsibility
Safety
Payoff
Time
Frame
Cost
Red Light Running,
Update yellow and red clearance times.
Clearance Times
City
High
Short-term
$2,000
Red Light Running
City
High
Short-term
(Reduced
enforcement
elsewhere)
Safety Issue
Safety Enhancement
Dwight Street – Both Locations
$0
Provide additional enforcement of red light running.
$0
Pedestrian
Behavior
Provide enforcement of jaywalking by pedestrians.
City
High
Short-term
(Reduced
enforcement
elsewhere)
Pedestrian
Behavior
Provide education related to pedestrian safety.
City
High
Short-term
Low
Pedestrian
Behavior
Install “Turning Vehicles Yield to Pedestrians” signs.
City/Project
Medium
Short-term
$1,500*
Pedestrian
Signage
Adjust height of “Watch For Turning Vehicles On Walk Signal” signs.
City
Low
Short-term
$1,500
Signal Equipment
Upgrade signals to provide overhead signals with 12” heads and
retroreflective backplates. Upgraded signal shall be fully actuated
with emergency preemption on all approaches.
Project
High
Long-term
High*
Pedestrian
Behavior, Signal
Equipment
Consider a Leading Pedestrian Interval (LPI) in conjunction with
traffic signal improvements.
Project
Medium
Long-term
Low*
Signal Equipment
Install pedestrian pushbuttons.
Project
Medium
Long-term
Medium*
Signal Equipment
Review and correct pedestrian indications at Dwight Street and
Maple Street.
City
Medium
Short-term
TBD
Signal Equipment
Eliminate overnight flashing operation.
City
High
Short-term
Low
Street Name Signs
Upgrade street name signs, and provide two sets of signs at each
intersection on opposite corners.
Project
Medium
Short-term
$2,000*
Pavement
Markings
Reapply pavement markings at both intersections and along Dwight
Street.
Project
Medium
Short-term
Low*
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Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
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Table 3. Potential Safety Enhancement Summary
Responsibility
Safety
Payoff
Time
Frame
Cost
Provide arrow markings and lane designation signage on all
approaches at both intersections.
Project
Medium
Short-term
Low*
Reapply crosswalk markings.
Project
Low
Short-term
Low*
Project
Medium
Long-term
High*
City
High
Short-term
(Reduced
enforcement
elsewhere)
Project
Medium
Short-term
Medium*
City
High
Short-term
$500
City
Medium
Short-term
$250
Safety Issue
Safety Enhancement
Pavement
Markings
Crosswalk
Markings
Bicycle
Accommodations
Provide bicycle accommodations, where feasible. Accommodations
can be realized through dedicated bicycle lanes, shared use lanes
with sharrow markings, or widened shoulders meeting MassDOT’s
standard for bicycle accommodation.
Dwight Street at Maple Street
$0
Health Center
Parking
Continue parking enforcement in front of Holyoke Health Center.
Health Center
Parking
Consider parking area modifications at Holyoke Health Center.
Potential improvement strategies include restricting parking to dropoff only, and increasing the available parking area by decreasing the
size of the existing curb extension.
Bus Operations
Extend No Parking areas at corners where bus turns are presently
constrained.
Dwight Street at High Street
High Street Right
Turns
Consider No Turn on Red signage for High Street northbound.
High Street Right
Turns, Bus
Operations
Consider widening the bus lane in front of City Hall, and/or providing
a bump-out at the corner to require the bus to enter the travel lane
before passing through the intersection.
Project
Medium
Short-term
Medium*
Crosswalk
Awareness
Provide crosswalk striping outside of the brick band to help delineate
the crosswalk location.
Project
Low
Short-term
Low*
*
Improvements to be incorporated into either proposed project are assumed to be included as part of the overall project cost.
Page 14
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Appendix A. RSA Meeting Agenda
Road Safety Audit
Holyoke, MA
Dwight Street at Maple Street and High Street
Meeting Location: Holyoke Police Department
220 Appleton Street, Holyoke, MA
Friday, February 28, 2014
10:00 AM – 12:00 noon
Type of meeting:
High Crash Location – Road Safety Audit
Attendees:
Invited Participants to Comprise a Multidisciplinary Team
Please bring:
Thoughts and Enthusiasm!!
10:00 AM
Welcome and Introductions
10:15 AM
Discussion of Safety Issues
• Crash history, Speed Regulations – provided in advance
• Existing Geometries and Conditions
11:00 AM
Site Visit
• Drive or walk to the intersections of Dwight Street at Maple Street and High
Street
• As a group, identify areas for improvement
11:30 AM
Discussion of Potential Improvements
• Discuss observations and finalize safety issue areas
• Discuss potential improvements and finalize recommendations
12:00 noon
Adjourn for the Day – but the RSA has not ended
Instructions for Participants:
• Before attending the RSA on February 28th, participants are encouraged to
drive/walk through the intersection and complete/consider elements on the RSA
Prompt List with a focus on safety.
• All participants will be actively involved in the process throughout. Participants
are encouraged to come with thoughts and ideas, but are reminded that the
synergy that develops and respect for others’ opinions are key elements to the
success of the overall RSA process.
• After the RSA meeting, participants will be asked to comment and respond to the
document materials to assure it is reflective of the RSA completed by the
multidisciplinary team.
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Appendix B. RSA Audit Team Contact List
Participating Audit Team Members
Holyoke – Dwight Street at Maple Street and High Street
Email Address
Date: February 28, 2014
Audit Team Member
Location:
Agency/Affiliation
Greg Lucas
Justin Curewitz
Corey O’Connor
Lisa Schletzbaum
Khyati Parmar
Gary Roux
Matt Sokop
James Neiswanger
Todd Undzis
Luke Hayes
Shahpar Negah
BETA
BETA
MassDOT – Safety
MassDOT – Safety
PVPC
PVPC
Holyoke DPW
Holyoke Police
HDR
MassDOT – D2 Traffic
MassDOT-Project Mang.
GLucas@BETA-Inc.com
JCurewitz@BETA-Inc.com
Corey.oconnor@state.ma.us
Lisa.schletzbaum@state.ma.us
KParmar@PVPC.org
GMRoux@PVPC.org
Sokopm@holyoke.org
Chiefofpolice@holyokepd.org
Todd.Undzis@hdrinc.com
Luke.Hayes@state.ma.us
Shahpar.Negah@state.ma.us
Phone Number
781-255-1982
781-255-1982
857-368-9638
857-368-9634
413-781-6045
413-781-6045
413-322-5645
413-322-6901
617-357-7744
413-582-1525
857-368-9339
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Appendix C. Detailed Crash Data
Crash Data Summary Table
Dwight Street at Maple Street, Holyoke, MA
2011, 2012, 2013
Crash Diagram Crash Date
m/d/y
Ref #
1
1/2/2011
2
1/6/2011
Time of Day
Manner of Collision
Type
11:29 AM
11:41 AM
Angle
Angle
Light Condition
Type
Daylight
Daylight
Weather Condition
Type
Bad
Road Surface
Type
Driver Contributing Code
Type
Failed to yield to right of way
Inattention
Failure to keep in lane or running off road
Inattention
Failed to yield to right of way
Other improper action
D1
Ages
D2
Comments
D3
Pedestrian hit by driver looking other way
3
4
5
6
1/7/2011
1/24/2011
2/13/2011
2/25/2011
10:18 PM
2:32 PM
2:09 AM
8:01 PM
Single Vehicle Crash
Rear‐end
Angle
Sideswipe, same direction
Dark
Daylight
Dark
Dark
7
8
9
3/21/2011
5/9/2011
5/17/2011
8:35 AM
9:28 PM
7:57 AM
Angle
Rear‐end
Angle
Daylight
Dark
Daylight
Failed to yield to right of way
Inattention
Inattention
V2 failed to stop at red light
10
11
12
13
5/31/2011
9/1/2011
10/7/2011
10/7/2011
11:53 AM
10:22 AM
1:51 PM
2:43 PM
Angle
Rear‐end
Angle
Rear‐end
Daylight
Daylight
Daylight
Daylight
Failed to yield to right of way
Failed to yield to right of way
Failed to yield to right of way
Unknown
MV failed to yield to motorcyclist, who had right of way, causing motocyclists to lose control of bike
V1 rear‐ended V2 into V3
Hit and run
Unknown vehicle struck V1, causing it to run into V2
14
15
11/3/2011
11/16/2011
5:34 PM
9:29 AM
Angle
Rear‐end
Dusk
Daylight
Failed to yield to right of way
Failed to yield to right of way
16
17
18
12/16/2011
5/13/2012
7/17/2012
10:08 AM
7:39 AM
7:15 AM
Angle
Rear‐end
Rear‐end
Daylight
Daylight
Daylight
Failed to yield to right of way
Failed to yield to right of way
Other improper action
19
20
21
12/5/2012
1/16/2013
4/4/2013
1:41 PM
8:36 AM
4:28 PM
Rear‐end
Rear‐end
Angle
Daylight
Daylight
Daylight
22
5/19/2011
2:10 PM
Sideswipe, same direction
Daylight
Inattention
23
24
8/4/2011
9/16/2011
9:01 AM
12:00 PM
Rear‐end
Angle
Daylight
Daylight
Other improper action
Inattention
25
4/4/2012
3:14 PM
Angle
Daylight
Unknown
26
27
5/11/2012
6/1/2012
8:28 PM
4:41 PM
Rear‐end
Angle
Dark
Daylight
Other improper action
Inattention
28
12/3/2012
10:21 AM
Sideswipe, same direction
Daylight
Unknown
29
30
31
2/8/2013
2/22/2013
5/2/2013
5:44 PM
7:06 AM
3:37 PM
Single Vehicle Crash
Angle
Head‐on
Dark
Daylight
Daylight
Unknown
Failed to yield to right of way
Failed to yield to right of way
32
8/19/2013
12:01 PM
Unknown
Daylight
Unknown
33
34
35
8/26/2013
8/30/2013
11/19/2013
10:30 AM
5:02 PM
3:00 PM
Rear‐end
Sideswipe, same direction
Rear‐end
Daylight
Dusk
Daylight
Unknown
Other improper action
Inattention
Bad
Inattention
Other improper action
Inattention
V1 tried to avoid another vehicle V2 did not wait at flashing red light
V1 attempted to drive around V2 but struck V2
Bus taking right turn from left lane while V2 continued straight in right lane
V1, bus, was making a wide right turn from left lane. V2 was going straight and hit the bus as it turned
V1 failed to stop at red light and hit V2, causing it to flip and hit V3
V2's foot slipped of breaking, cause it to hit V1
V2 attempted to back out of parking and did not notice V1, striking it.
V2 backed into V1
Passenger opened right front door, causing V2's mirror to be knocked off
V1 came to an abrupt stop due to a pedestrian crossing. V2 failed to stop in time and struck V1
V1 Backed into V2
V2 was struck by V1 while leaving a parking spot. V1 fled
V2 was following V1, who broke and entered his vehicle. V1 abruptly stopped, causing V2 to crash into it. V1 fled afterwards
V2 failed to notice V1 while turning
V1 was parked and sustained some damage on driver's side quarter panel
V1 slid in the snow causing it to crash into a parking meter
V1 struck a pedestrian
Owner of V1 parked his car and found it had been hit upon return
V2 backed into V1, pushing the vehicle back a few inches. V2 then fled
V2 backed into V and continued driving away
Crash Data Summary Tables and Charts
Dwight Street at Maple Street, Holyoke, MA
Month Accidents
J
14%
F
11%
M
3%
A
6%
M
20%
J
3%
J
3%
A
11%
S
6%
O
6%
N
9%
D
9%
Light
Daylight
Dark
Dusk
Crash
77%
17%
6%
Day
Crashes
Monday
20%
Tuesday
11%
Wednesday
9%
Thursday
20%
Friday
29%
Saturday
3%
Sunday
9%
100%
100%
Time
Crashes
6AM‐8AM
11%
8AM‐10AM
11%
10AM‐12PM
20%
12PM‐2PM
11%
2PM‐4PM
20%
4PM‐6PM
14%
6PM‐8PM
0%
8PM‐10PM
9%
10PM‐12AM
3%
12AM‐2AM
0%
2AM‐4AM
0%
4AM‐6AM
0%
Manner of Collision Crashes
Single Vehicle Crash
6%
Rear‐End
37%
Angle
40%
Sideswipe, same direction
11%
Sideswipe, opp direction
0%
Head on
3%
Rear to Rear
0%
Unknown
3%
1
100%
1
Crash Data Summary Tables and Charts
Dwight Street at Maple Street, Holyoke, MA
Crash Time of Day
90%
80%
77%
70%
60%
50%
40%
30%
20%
17%
10%
6%
0%
Daylight
Dark
Dusk
Crash Manner of Collision
45%
40%
35%
37%
40%
30%
25%
20%
15%
10%
5%
0%
11%
6%
Single
Vehicle
Crash
Rear‐End
Angle
0%
Sideswipe, Sideswipe,
same
opp
direction
direction
3%
0%
3%
Head on Rear to Rear Unknown
Crash Data Summary Tables and Charts
Dwight Street at Maple Street, Holyoke, MA
Crash Month
25%
20%
20%
15%
14%
10%
11%
11%
5%
6%
3%
0%
J
F
M
A
M
3%
3%
J
J
A
6%
6%
S
O
9%
9%
N
D
Crash Day of Week
30%
29%
25%
20%
20%
20%
15%
10%
11%
9%
5%
9%
3%
0%
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
Crash Time of Day
25%
20%
20%
20%
15%
10%
14%
11%
11%
11%
9%
5%
0%
0%
3%
0%
0%
0%
Crash Data Summary Tables and Charts
Dwight Street at High Street, Holyoke, MA
Manner of Collision
Crash Diagram Crash Date Time of Day
m/d/y
Type
Ref #
1
1/16/2011 9:58 AM Angle
2
3/28/2011 8:49 AM Rear‐end
3
12/5/2012 9:50 AM Rear‐end
4
1/8/2013 1:40 PM Sideswipe, same direction
Light Condition
Type
Daylight
Daylight
Daylight
Daylight
Weather Condition
Type
Road Surface
Type
Driver Contributing Code
Type
Failed to yield to right of way
Inattention
Followed too closely
Failed to yield to right of way
D1
Ages
D2
Comments
D3
V2 hit V1 after going through red light
V2 backed into V1 V1 abruptly stopped because of traffic queue. V2 hit V1
V2 tried to change lanes, sideswiping V1
V1 was struck by V2, a bus, after failing to yield at intersection
V2 bumped V1. No damages. Operator of V2 did not have a license.
V2 attempted to change lanes and struck V1, a bus.
V2 had right of way with flashing yellow. V1 had a flashing red light and failed to yield, striking V2
5
6/6/2013
5:32 AM
Angle
Dawn
Failed to yield to right of way
6
7
6/11/2013
7/6/2013
5:00 PM
1:59 PM
Rear‐end
Angle
Daylight
Daylight
Failed to yield to right of way
Failed to yield to right of way
8
9
8/12/2013
8/24/2013
5:47 AM
1:54 PM
Angle
Angle
Daylight
Daylight
Failed to yield to right of way
Failed to yield to right of way
10
7/27/2011
Dark
Failed to yield to right of way
11
12
8/14/2012
12/11/2012
11:01 AM
7:58 AM
Rear‐end
Angle
Daylight
Dark
Other improper action
Failed to yield to right of way
13
10/25/2013
3:52 PM
Sideswipe, same direction
Daylight
Unknown
V2 backed into V1, causing minor damage, and fled
V1 struck V2 while it was leaving a parking space
V1 stated that he was in the left lane and turning left. V2 stated V1 was parked so V2 attempted to turn left, resulting in the crash.
14
12/23/2013
11:54 PM
Angle
Dark
Failed to yield to right of way
V1 was struck by V2, who failed to yield to flashing red
11:01 PM Angle
V2 disregarded flashing red and struck V1, who had a flashing yellow
Crash Data Summary Tables and Charts
Dwight Street at High Street, Holyoke, MA
Month Accidents
J
14%
F
0%
M
7%
A
0%
M
0%
J
14%
J
14%
A
21%
S
0%
O
7%
N
0%
D
21%
Light
Daylight
Dark
Dusk
Crash
71%
21%
7%
Day
Crashes
Monday
21%
Tuesday
29%
Wednesday
7%
Thursday
7%
Friday
14%
Saturday
14%
Sunday
7%
100%
100%
Time
Crashes
6AM‐8AM
14%
8AM‐10AM
14%
10AM‐12PM
7%
12PM‐2PM
21%
2PM‐4PM
7%
4PM‐6PM
7%
6PM‐8PM
0%
8PM‐10PM
0%
10PM‐12AM
14%
12AM‐2AM
0%
2AM‐4AM
0%
4AM‐6AM
14%
Manner of Collision Crashes
Single Vehicle Crash
0%
Rear‐End
29%
Angle
57%
Sideswipe, same direction
14%
Sideswipe, opp direction
0%
Head on
0%
Rear to Rear
0%
Unknown
0%
100%
100%
100%
Crash Data Summary Tables and Charts
Dwight Street at High Street, Holyoke, MA
Crash Time of Day
80%
70%
71%
60%
50%
40%
30%
20%
21%
10%
7%
0%
Daylight
Dark
Dusk
Crash Manner of Collision
60%
57%
50%
40%
30%
29%
20%
10%
0%
14%
0%
Single
Vehicle
Crash
0%
Rear‐End
Angle
Sideswipe, Sideswipe,
same
opp
direction
direction
0%
0%
0%
Head on Rear to Rear Unknown
Crash Data Summary Tables and Charts
Dwight Street at High Street, Holyoke, MA
Crash Month
25%
20%
21%
15%
14%
14%
10%
21%
14%
7%
5%
0%
0%
J
F
M
7%
0%
0%
A
M
0%
J
J
A
S
0%
O
N
D
Crash Day of Week
30%
29%
25%
20%
21%
15%
14%
14%
10%
5%
7%
7%
7%
Wednesday
Thursday
0%
Monday
Tuesday
Friday
Saturday
Sunday
Crash Time of Day
25%
20%
21%
15%
10%
5%
0%
14%
14%
14%
7%
7%
14%
7%
0%
0%
0%
0%
Road Safety Audit—Dwight Street at Maple Street/High Street—Holyoke, MA
Prepared by BETA Group, Inc.
Appendix D. Speed Regulations